Internal-combustion engine



E. R. BURTNETT INTERNAL COMBUSTION ENGINE Filed May 21. 1925 I Aug. 9 9

Patented Aug. 9, 1927?.

UNITED STATES PATENT OFFICE.

EVERETT R.- BURTNETT, OELOS ANGELES, CALIFORNIA, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO THE'AUTOMOTIVE VALVES 00., OF LOS "ANGELES, OAIII- 'FOBNIA, A VOLUNTARY TRUST.

inrnnnn-conaus'rron Enema.

Application filed Kay 21, 1925. Serial No. 81,805.

'My invention relates generally to internal combustion englnes, and more particularly to a head structure for the adjacent head structure disclosed in my aforesaid pending patent application and further, to

provide a common compression and combustion clearance chamber for the two combus tion cylinders that is constructed and arranged so that the inducted gases will not be agitated during the scavenging function and mix with the residual gases and products of combustion that are being expelled through the exhaust port.

A further object of my invention is to provide means for igniting the fuel charges, that is compressed in the common compression and combustion clearance chamber, at two separated points, thereby insuring a more uniform and even burning of the compressed fuel charge and consequently enhancing the development of power in the combustion chambers.

With the foregoing and other objectsin view, my invention consists in certain novel features of construction and arrangement of parts that will be hereinafter more fully described and claimed and illustrated in the accompanying drawings in which:

Fig.1 is avertical section taken lengthwise through the centers of a pair of combustion cylinders and showing my improved head structure applied thereto.

Fig. 2 is' a horizontal plane view looking against the underside "of my improved head block-and whichview istaken on 45 the line 22 of Fig. "1. Referring by numerals to the accompanying drawings which illustrate a practical embodiment of my invention, 10 designates a portion of an internal combustion engine bustion chambers 11 and 12 that are disposed immediately adjacent to each other and withtheir axes parallel.

Chamber 11 is provided. with charge inlet cylinder block,in which are formed com- V ports 13 and chamber 12 is exhaust ports 14.

These inlet and exhaust ports are preferably located 1n the same horizontal plane, and they are positioned so that they are uncoveredand 0 en, only when the pistons that operate wit in said combustion chambers are at the lower or outer ends of their travel.

Secured to the head end of block 10, is

providedwith a head block 15, that closes the head ends of chambers 11 and 12 and formed in said head block is a' cell or series of cells 16 through which may be circulated a fluid cooling medium.

Formed in the head block'16 and prefer-- ably at a point directly above the center of 1 chamber 12 from which leads exhaust port 14, 1s a substantially .-spherical. chamber 7 and the lower end thereof is connected by a short thoat 18, with the upper end of said chamber 12. From its upper end, or the polnt where it leaves chamber 17, this throat 18 gradually increase in'diameter toward its joins the,

lower end, or the point where it up er end of chamber 12. v

4 eated in the upper portion of head block 15 and in alignment 'with the center of chamber 17 and theaxis of chamber 12 is an ignition device, such as a spark plug 19 and the inner ends of the electrodes thereof pro eet into the upper portion of said cham- An elongated throat or chamber 20 leads from the sides ofchamber 17 laterally and downwardly through block 15 and the lower end of said throat or chamber communicates directly with the upper or inner end of com bustion chamber 11. Y

1 The lower endofthroat 20 has the same diameter as combustion chamber 11 and said chamber 20- gradually decreases in diameter a to the point whereit joins chamber 17.

Seated in the side of head 15 is an ignition device such as a spark plug 21 and the inner ends of the electrodes thereof project into throat or chamber 20. directly above the point where the same joins the upper end of chamber 11.

The chamber 17 and throats 18 "and 20 constitute a commpn compression and :combustion clearance. chamber I for combustion chambers'll and 12, and as the pistons that operate within said chambers 11 and 1,2

- ered, thereby admitting a fuel charge voltion resulting from the previousl ume into chambenll through open ports 13. This charge volume passes rapidly upward through chamber 11, throat 20'and chamber 17, and thence downward through throat 18 and chamber 12 and in so doing,

this admitted charge volume drives before it, practically all the products of combusignited fuel charge volume, and these resi ual gases and products of combustion are expelled through exhaust port 14.

By virtue of the contour of the common compression and combustion clearance chamber comprising the throats 18 and 20 and chamber 17, the flow of the inducted fuel charge volume through said common chamber will be uniform and steady, devoid of agitation and without tendency to mix with .the residual gases that are being expelled.

' As the pistons start upward on their succeeding compression. stroke, ports 13 and 14 will be closed, and during the remaining portion of the upward or lnward travel of the pistons, the admitted charge volume, together with the relatively small amount of residual gases that were left in chamber 12, will be compressed in the common compression and combustion clearance chamber, until, at the point of highest compression, or as the pistons pass high center,said compression chargew'ill be ignited at two separatedpoints by sparks produced between the terminals of the electrodes of spark plugs 19 and 21'.

This ignition of the compressed fuel charge at two different points in the common clearance chamber, insures a more even and uniform flame pro agation through the compressed charge, an the rapid rise in expansion following combustion will be impressed directly upon the heads of the pistons, to drive the same downward on their power stroke.

Inasmuch as agitation and dilution of the admitted fuel charge is minimized, the engine may be advantageously operatedunder my ligbt'loads by reason of the fact that the inducted c arge volume will burn efliciently' and with successively regularity. This desirable condition is enhanced, owlng to the provision of the two ignition devices in the common compression and combustion clearance chambeix- The substantially spherical chamber 17, functions as a charge stratification chamber during compression of the admitted fuel charge and the location of one spark plug in this chamber and another in the endiof throat-20 that leads from chamber 11 into which the charge volume is admitted, insures ignition pffthe compressed fuel charge under all conditions and thereby produces other having an exhaust port, of a cylinder head closing the head ends of said'combustion chambers, and said head being provided with a common compression and combustion clearance chamber that connects the head ends of said combustion chambers, and which common clearance chamber comprises a substantially spherical chamber that is aligned with the axis of the combustion chamber having the exhaust port, a tapered throat leading from said spherical chamber to the head end of the combustion chamber having the exhaust port, and a laterally disposed curved throat that connects the side of said spherical chamber with the head end of the combustion chamber having the inlet port.

2. In an internal combustion engine, the combination with an exhaust port, of a cylinder head closing the head ends of said combustion chambers, and said head being provided with a common compression and combustion clearance chamber that connects the head ends of said combustion chambers, and which common clearance chamber comprises a substantially spherical chamber that is aligned with the axis of the combustion chamber to the head end of the combustion chamber having the exhaust port, a laterally disposed curved throat that. connects the side of said spherical chamber with the head d of the combustion chamber having the inle port,'and said head being provided Ill chambers, one having, inlet port and the {other-having anexhaust port, of a cylinder head closing the head ends of said combustion chambers and said head being provided with a common compression and combustion clearance chamber that connects the head ends of saidcombustion chambers and which common clearance chamber comprises a substantially spherical chamber that is aligned with the axis of the combustion chamber having the exhaust 'rt. a tapered throat leading from said s erical chamber to the head end of be com ustion chamber having the exhaust port, a1atera1ly-di?)osed curved the combustion chamber having the inlet throat that connects the side'o said spherirt and an ignition device seated in said cal chamber with'the headend of the com,- ad and projecting into said spherical 10 bust'ion chamber having the inlet port,'an chamber.

6 -ignition device'seated in the head and pro- In testimony whereof Iafixmysig'nature. jecti-ng into the laterally disposed throat I 7 adjacent to the point where the same joins EVERETT R. BURTNETT. 

